USA > Ohio > Franklin County > Groveport > History of Madison Township, including Groveport and Canal Winchester, Franklin County, Ohio > Part 17
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Wm. Neil and A. I. McDowell established a tri- weekly stage coach line between Lancaster and Colum- bus via Courtright (Greencastle) Centerville (Lithop- olis) and Middletown (Oregon) in the summer of
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1827. It is very probable that coaches ran at ir- regular intervals as travel demanded some years earlier than the above date. The terrible condition of the roads during the winter season prevented travel ex- cept afoot or on horseback.
The following paragraph appeared in the Ohio State Journal, Friday, December 11th, 1829 and is quoted in Capt. Lee's History of Columbus.
"Unparalleled Expedition. By the extraordinary exertions of the Ohio Statge Coach Company, the Pres- ident's message, which was delivered at Washington City, at twelve o'clock, noon, on Tuesday last, was re- ceived at our office at fifteen minutes before eleven in the evening of the following Wednesday, having traveled the whole distance between the two places- estimated at about four hundred and twenty miles- over excessively bad roads, in the space of thirty-four hours and forty-five minutes-a performance unparal- leled in the annals of traveling in this section of the country.
Another example of rapid travel is quoted from the Ohio Statesman of December 11th, 1846:
"Unparalleled Speed. The President's message was received on the western bank of the Ohio River, oppo- site Wheeling, by the Ohio Stage Company, at thirty- five minutes past one o'clock, P. M., on Thursday, and was delivered at Columbus at ten minutes past eight o'clock the same evening, having been conveyed from Wheeling to Columbus-135 miles-in the unparalleled short space of six hours and a half." This was the last President's message before the establishment of the telegraph.
In 1849, Darius Talmadge, who owned the line be- tween Columbus and Lancaster and H. T. Hoyt, who
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owned the line between Lancaster, via Logan and Athens to -Pomeroy established a daily coach line be- tween Columbus and Pomeroy, via Oregon and Li- thopolis.
In 1850 W. B. & J. A. Hawks secured the contract for carrying the mail over this route.
In 1860, McClure & Rice became the mail carriers and run daily coaches via Winchester ; after about one year they were succeeded by W. B. & J. A. Hawkes who continued the line up to the time when the Hock- ing Valley railroad began running trains. In April, 1864, just when the passengers got aboard of one of the four horse coaches in front of the Commercial Ho- tel in Winchester, the horses suddenly started to turn, when the coach was upset. There were twelve pas- sengers on the inside and seven on top, besides the baggage. No one was seriously hurt.
The late Col. Ferdinand F. Rempel of Logan, O., kindly furnished the following very interesting items in regard to the coach line of which he was the pro- prietor. "I think it was in 1855 that I first became in- terested in the line between Lancaster and Logan and soon after in the line between Lancaster and Columbus, and finally in a through line to Pomeroy, purchasing the running stock of the Ohio Stage Co., of which Judge P. Van Trump was the president, and Daraias Talmadge was a large stock-holder. In making that purchase, I connected the Columbus-Lancaster line with the Hocking Valley, Athens and Pomeroy line, making it a through route from Pomeroy to Columbus. Part of the time H. T. Hoyt and myself had a joint interest in the same, until some time in 1865, when I sold to Col. C. H. Grosvenor and Thos. Beaton, that
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portion from Athens to Pomeroy, and they conducted the same up to the time when the railroad was built.
I had 96 horses on the entire line; 16 between Lan- caster and Columbus where we used four-horse Troy coaches. On the line between Lancaster and Logan we ran two dailies in summer, and one daily in winter, using four-horse coaches, fancy platform wagons or omnibuses as roads would warrant. The line between Logan, Athens and Pomeroy was served with two- horse hacks; in the winter season this route was very difficult to serve, owing to the very bad clay hills be- tween Athens and Pomeroy. I employed on the through lines from twelve to sixteen drivers and stable men. The speed was at an average of six miles per hour on fair roads. We had a general agent at Lan- caster, John Borland, who served as such for twelve years on my line. The proprietors of the hotels where the stage offices were located received the fare, and settled for it every three months.
Among the best known drivers were Andrew J. Sickles, E. McFarland, Milton Myers, Henry Bimpel, John Plunk. Wm. Kruse, Wm. Bowen, Wm. Black- haus, Fred Klein, Louis Whetzle and Rufus Snively, (passenger conductor on the Hocking Valley R. R.)
During the time of my running the lines, the coaches carried a substantial iron safe, in which the funds were safely conveyed from station to station, supplying the banks, etc., the Adams Express Co., be- ing in close connection with the lines, myself sharing the express charges. Part of the time the coaches ran via Lithopolis and later by way of Canal Winchester. It was at the time that W. B. & J. A. Hawks owned the Columbus and Lancaster line that the Hon. A. Mc- Veigh and son lost their lives by an upset near Win-
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chester and the damages paid amounted to several thousand dollars. It was during my ownership that driver Stutser lost his life by the running away of a four-horse coach team at Lancaster.
The fares of my lines were very remunerative, and during my fourteen years of ownership without losses or damages to passengers."
The accident to which Col. Rempel refers, hap- Dened on Friday evening, September 16th, 1864, at a point east of Peter Brown's barn near the small bridge. Hon. A. M. McVeigh, a prominent attorney and pol- itician of Lancaster, Ohio, who was to make a speech at Lancaster that evening was instantly killed, his son was so badly injured that he died that same evening, and an old lady's injuries proved fatal on the following Monday morning. It is said "the coach was over- loaded and the driver was drunk."
Col. F. F. Rempel still has one of the old blank way-bills in his possession. The driver carried one of these from the starting point through to the end of the route. At each station he presented it to the agent, who would enter the number of passengers, destination, fare, etc., that started from his office and also noted whether the number of passengers arriving corres- ponded with the way-bill. The agent also made out a duplicate record on a separate sheet which he depos- ited into a locked pocket that was permanently fast- ened at the front end of the coach and only opened at the terminals. From the record of those reports the settlement with the different agents was made every three months. There were nineteen stations on the route from Athens to Columbus. Lithopolis was No. 17, Groveport, No. 18.
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The following extracts from Rules and Instructions for agents of Rempel's Mail Coach Line from Athens to Lancaster and Columbus, reveals some of the prin- cipal features of travel by coach half a century ago.
"Names of passengers, in no instance, are to be entered on the Way-bill, TO PAY, neither FREE."
"Any person traveling by Stage, whose name is not regularly entered on the Bill, is not to be suffered to proceed, unless he exhibits, at the different offices on the route, a written permit, dated at the office from whence he left." "Passengers having more than 40 pounds of baggage, are liable to be charged at the rate of one seat for every hundred pounds excess, at any office between Columbus, Lancaster and Athens, where it may be ascertained." "All baggage is at the risk of the owner." "Agents will pay particular attention to the proper entry and forwarding of express goods, and make charges, discretionary, for the same, on the Way- bills, according to the value, size and weight of such goods, and the distance. The following rules and rates for forwarding money and other valuable packages to be strictly obeyed : On all sums less than $100, twenty- five cents ; on all sums upwards of $100 and less than $1,000, fifty cents ; on all sums upwards of $1,000 and less than $3,000, one dollar ; on all sums upwards of $3,000 and less than $5,000, one dollar and fifty cents ; on all sums above $5,000, at the rate of fifty cents per 1,000.
"Agents must in no instance receive packages without they are properly sealed, and, receipt for them "Said to contain," as the proprietor only agrees to deliver the package as received-seals untouched-either to the parties on Rempel's route, or, if ordered to any other point on any other route, deliver the same to the Ad-
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ELISHA B. DECKER. Feb. 10, 1818 - Aug. 27, 1879.
JOHN M. SCHOCH. March 17, 1812 - April 18, 1888.
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ams Express Co for further forwarding. Agents can, bv Rempel's express, forward packages to any point in the United States, Canada, or Europe; also take for collection money due, which will receive prompt at- tention."
· "Persons desiring their friends or relations from any foreign port brought to the United States, either by steam packet or first-class sailing vessels, or want- ing to forward friends to such ports, will please call at Rempel's office in Logan, where arrangements can be made at reasonable rates."
"Agents must receive only par funds for fare and charges-the Proprietor will not be responsible for un- current money taken."
"In no instance allow mechanic's bills-for repairs, horseshoing etc.,- to be charged in account, but have such charges paid immediately when the work is done. All charges between Proprietor and Agents to be made on the Way-Bill, and such to be settled at the expira- tion of each quarter year."
"The keys belonging to the office and coach safes should be carefully guarded, and only placed to be handled by the Agent, as the loss of such keys would subject us to change the locks."
"Every Way-Bill to be examined carefully on each arrival, in order to ascertain if the number of pas- sengers are entered correctly, and all way-fare entered on the Way-Bill."
"No intoxicated passenger to be admitted on the coaches when objections are made by any other pas- senger." "Ladies, in every instance, are entitled to a choice of seats."
"Passengers who have paid for their seats on a regular mail coach or hack, should have them reserved,
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in every instance, without the through-passengers take up all such seats in passing the way-offices." "Pas- sengers who have paid the fare for their passage, and accidentally be not ready when the conveyance is off, should in no instance have their fare refunded, but courteously be entitled to same passage on some other trip." "No passengers are entitled to seats in coaches until fare be paid in full." Make engagements for ex- tra coaches, carriages, etc., at reasonable rates, and inform the Proprietor as early as convenient what size coach or hack you have agreed to furnish, and the time it is to reach your office, also the number of pas- sengers and the price agreed upon for such extra ser- vice. You will be subject to no disappointments in making such arrangements." "Drivers are not per- mitted to carry way-passengers past any regular stage office on the route-fare unpaid. Agents will in every instance report such failures. All reports by Agents will be strictly confidential." "Report to the Logan o. ice the changes that may take place in your Rail- Road departures and arrivals, in order to connect coaches accordingly."
In about 1850 Abraham Hunsicker was running a daily hack line between Winchester and Columbus, via Groveport. He used a team of dun horses. In 1854 Jacob Direling was running the same line; still later, Daniel Lethers was the proprietor and Wm. Wilson the driver. In the fall of 1857, while the road was very bad, Mr. Lethers would leave the coach at Grove- port and transport the passengers and baggage by boat to Winchester. On the evening of November 18, it being a stormy and dark night and the boat being de- layed, Mr. Lethers went to the first lock to meet it and get the lock ready, when, in some way, he fell into the
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canal and was drowned. Mr. Wilson continued as driver until McClure & Rice started their line, when he became one of their drivers.
In the "forties" Heil Brockway operated a daily packet line between Cleveland and Lockbourne, with headquarters in Winchester. The horses went in a trot and were changed at regular stations. The packet boats were built quite narrow for speed and were com- fortably fitted up for passengers. During the time this line was in operation Winchester had daily mails. In about 1850 James Cannon, Sr., carried the mail on horseback along the towpath between Winchester and Lockbourne, receiving the mail at Groveport and mak- ing three trips a week. Paul Samsel was also a mail- carrier over this route .. Later, Winchester got its mail from Lithopolis, the government Star Route providing for three mails a week and the citizens providing the means to get it daily.
According to "Kilbourn's Gazetteer," there were postoffices at the following neighboring places in 1841 : Talbotts (Jefferson), West Carrollton (Carroll), Courtright (Greencastle), Oregon (Middletown), Pickerington-called Jacksonville until 1828, when the name was changed-Wert's Grove (Groveport). The postoffice at Waterloo was established in 1839 and re- moved to Winchester in 1841.
The rates of postage were quite different at an early day from those which prevail to-day. The post- age on letters depended on the distance-thus, for a letter fifty miles or less, 6} cents ; over fifty and under one hundred miles, 12} cents; between one hundred and fifty and three hundred miles, 182 cents ; over three hundred miles to any office in the United States, 25 cents. Two sheets folded together was counted as a.
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double letter and double rates charged. The rates were changed from time to time; for awhile the rate for all letters was 10 cents, then 5 cents ; then, on March 3rd, 1851, the three-cent stamp was introduced. Prior to this, few persons paid the postage in advance ; the price was marked in one corner and paid by the person re- ceiving it. As I write there lies before me a number of letters received by Nathaniel Tallman during the years 1847-1851 with the price of the postage marked upon them. The uniform postage from Cleveland is 5 cents, and on one from Philadelphia, Pa., which contained a canceled note, the postage was 20 cents. Among them is also the first three-cent stamp, received under date of Aug. 12, 1851. No envelopes were used; letters were written on two or three pages of the folded sheet, the fourth or outside page was left blank for the address and then so folded as to allow the blank page to form the whole outside of the letter. Perhaps few persons now living remember how to fold up a letter in this old way. Small thin wafers were sold at all the stores with which the letters were sealed by simply moistening them with the tongue.
Registered letters were authorized March 3, 1855.
Postal cards, costing one cent, were authorized on June 8, 1872, and first issued in May, 1873.
Postal notes were first issued in September, 1883. A postoffice and station was established at Edwards soon after the Hocking Valley Railroad was built. John G. Edwards, John W. Edwards and Levi S. John- son were the successive postmasters. The office was discontinued in the fall of 1895. ,
A postoffice was established at Zimmer in March, 1891, and George C. Zimmer was appointed postmaster on March 13 and the office was opened for business on
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May I of the same year. Mr. Zimmer continued as postmaster until February 1, 1901, when the office was discontinued.
In March, 1888, a daily mail route was established between Winchester and Cedar Hill, with two daily trips between Winchester and Lithopolis. G. T. Clover was the first carrier. Later that part of the trip be- tween Lithopolis and Cedar Hill was transferred to the Carroll and Cedar Hill route.
Rural Free Delivery.
In 1896 Congress appropriated $10,000.00 to test Rural Free Delivery. On October 6, 1900, Route No. I from Groveport was granted and Wm. J. Peters ap- pointed carrier. Service was begun on October 15, and on October 10, 1900, Routes No. I and No. 2 from Winchester were granted and put into operation on November I with Chas. B. Lecrone carrier on No. I and Geo. E. Smith carrier on No. 2. Route No. 2 from Groveport was granted on December 11, 1900, and was put into operation on January 16, 1901, with Geo. W. Preston as carrier. Route No. 3 from Winchester was granted on November 19, 1900, and John S. Lehman appointed carrier, who made his first trip February I, 1901.
The following reports of the different routes for the month of March, 1901, may form a basis for com- parison in the years to come of this progressive move- ment, which is so rapidly gaining popular favor: Route No. 1, Groveport, delivered: Registered letters, 2; letters, 583 ; postal cards, 237; newspapers, 4,155; circulars, 485 ; packages, 60; total, 5,520. Collected : Registered letters, 2; letters, 502; postal cards, 117; 1
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circulars, 23; packages, 5; total, 658. Delivered and collected, 6,178.
Route No. 2, Groveport, delivered: Letters, 756; postal cards, 269; newspapers, 3,949; circulars, 404; packages, 78; total, 5,457. Collected: Registered let- ters, 3 ; letters, 531 ; postal cards, 97; newspapers, II ; packages, II; total, 674. Delivered and collected, 6,131.
Route No. 1, Winchester, delivered: Registered letters, 1 ; letters, 450; postal cards, 178; newspapers, 2,262 ; circulars, 417; packages, 93 ; total, 3,401. Col- lected : Money orders, 5; letters, 369; postal cards, 65; packages, 6; total, 543. Delivered and collected, 3,944.
Route No. 2, delivered: Registered letters, 2; let- ters, 603 ; postal cards, 173; newspapers, 2,212; circu- lars, 127; total, 3,189. Collected: Registered letters, 6; money orders, 5; letters, 446; postal cards, 76; newspapers, I ; packages, 14; total, 548. Delivered and collected, 3,737.
Route No. 3, delivered : Registered letter, I ; let- ters, 326; postal cards, 67; newspapers, 1,726; circu- lars, 208; packages, 58; total, 2,386. Collected: Let- ters, 252 ; packages, 2; total, 283. Delivered and col- lected, 2,669.
In the above tables the daily newspapers which are received by mail on the Groveport routes are included, while the dailies on the Winchester routes are received by express and are, therefore, not included. Route No. I carried 468; Route No. 2, 468; Route No. 3, 208, dur- ing the month of March.
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CHAPTER XVIII.
RAILROADS.
"Down aroun' the depo' when the keers come in, What a hustle an' a bustle an' a clatter and a din, Engine kinder puffin', an' a blowin' off its steam, Drayman sorter fussin' an' a cussin' at his team, Boy a sellin' papers an' a shoutin' out the news, 'Nother one a waitin' fer to blacken up yer shoes, Ain't like any other place 'at I have bin, Down aroun' the depo' when the keers come in."
"Down aroun' the depo' when the keers come in, People there a-meetin' and a greetin' of their kin, Some are disappointed like an' lookin' kinder glum, Some a-sorter wishin' their relation hadn't cum, The joyful, the sorrowful, the sober an' the gay, Kinder sorter mixi' up in every sorter way; Lat o' folks 'at's bin away an' gettin' back agin, Down aroun' the depo' when the keers cum in."
On April 10th, 1834, two years before there was a mile of railway in the state of Ohio, Hon. John Chaney, then a member of Congress from this district, intro- duced this resolution : "Resolved, That the committee on roads and canals be instructed to inquire into the expediency of granting to the state of Ohio a quantity of unsettled lands in the counties of Fairfield, Hocking, Athens and Washington for the purpose of aiding the state in the construction of the Hocking Valley Rail- road from Lancaster to the Ohio river." (Congres- sional Globe, 1834, page 301.)
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This resolution was referred to the proper com- mittee, but was left to die in their hands. This was at a day when the canals were more popular than rail- ways, besides it is said that Hon. Thomas Ewing-who was then called the "Salt Boiler"-had interests in the salt wells at Salina and was, therefore, opposed to this railroad.
Dr. Hugh L. Chaney is authority for the further information that his father expected to make provision in a "Bill" to be introduced-providing his resolution should receive favorable consideration-that should there be any surplus funds remaining after the railway was built, the same should be applied towards the erec- tion of a new capitol building at Columbus.
Although the provisions of Mr. Chaney's resolution did not become a law, his foresight was prophetic, and most remarkable, especially when we remember that the first locomotive ever used in Ohio was not until July of 1837, and that there were no railroads into Columbus until February 22, 1850.
On September 25, 1852, a public meeting was held at Nelsonville with a view to building a railroad to Columbus. Other meetings were held later, and con- siderable interest was stirred up along the proposed line. At a meeting held at Lancaster in the summer of 1853, subscription books were opened, but for some reasons the enterprise again failed. Thirty-two thou- sand four hundred dollars was subscribed at Winches- ter in the summer of 1853, under the following head- ing: "We, the undersigned, hereby subscribe to the capital stock of the Columbus and Hocking Valley Railroad Company the number of shares affixed to our names, respectively ; and agree to pay said company the sum of fifty dollars on each of said shares in such
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installments as may be required by the directors thereof. It is understood that the conditions of this subscription is, that the railroad of said company shall be located within one-fourth of a mile of Winchester, in Franklin county." Samuel Bartlit, 50 shares ; Wm. Fry, 50; J. B. Potter, 60; H. Tallman, 50; D. Berg- stresser, 20; Peter T. Krag, 10; John Helpman, 20; C. W. Speaks, 10; John Schrock, 10; M. Allen, 10; H. J. Epply, 10; Daniel Gayman, 6; Reuben Dove, 20; A. Hathaway, 20; Thomas Patterson, 2; Ira Ricketts,. 2; G. T. Wheeler, 10; A. I. Dildine, 4; A. D. Benadum,. 20; J. W. Porter, 4; Aaron Fenstermaker, 4; Elias. Kemerer, 20; John Chaney & Son, 20; W. L. Steven- son, 20; M. C. Whitehurst, 10; Abraham Lehman, 20; Samuel Loucks, 40; John Kramer, 20; Nathaniel Tall- man, 20; George Faskett, 2; Chas. Brown, 4; Elijah Dove, 4; Isaac Kalb, 4; Abram Harris, 4; Henry Fic- tore, 2; Eli Zimmer, 10; Pitts Brown, 10; Andrew A. French, 10; David Kramer, 6; Ervin Moore, 6; Wm. H. Tallman, 10; Jacob Powell, 20; George Harmon, IO; John Deitz, 4.
This line was surveyed to enter Columbus from the East-leaving Groveport to the south, and going north of Asbury church.
More or less interest continued until the spring of 1864, when the Mineral Railroad was incorporated and surveyed. This survey went over two routes; the one north of Asbury and the other by way of Groveport. In the winter of 1865-66 the agitation became active again and Winchester raised a subscription of $30,000.00 and Groveport one of $25,000.00.
The citizens of Groveport, in order to secure the railroad, agreed to furnish the right of way from Big
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Walnut creek to Winchester, which they did at a cost to them of $7,500.00.
In May, 1867, the construction of the road was con- tracted for with Dodge, Case & Co., track laying be- tween Columbus and Winchester began in the follow- ing November. On July 16, 1868, the first engine and car were run from Columbus to within about a mile of Winchester. O .: January 13, 1869, the members of the Legislature, state officers and others made a trip from Columbus to Lancaster, and the following day a free ride from Lancaster to Columbus and return was given the public. Free meal tickets were distributed on the train. Eighteen passenger coaches and box cars were completely filled, even standing room on the plat- forms was at a premium. The track was not well bal- lasted and the train had to run slowly. It was with great difficulty that the engine moved the train from Winchester, and when at a point about opposite Powell & Boyer's tile yard they stalled. Many got off the cars and pushed and then ran along for quite a distance. Daily trains between Columbus and Lancaster began running on January 18, 1869. Trains began running to Nelsonville on August 17, 1869, and to Athens on July 25, 1870. June, 1867, the name was changed from the "Mineral" to he Columbus and Hocking Valley. In 1881 the Columbus and Hocking Valley, the Columbus and Toledo, and the Ohio and West Virginia Railroads were consolidated under the title, The Columbus, Hocking Valley and Toledo Railway Company.
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